Elevating apparatus

ABSTRACT

Elevating apparatus for motor vehicles comprising vehicle supporting platforms each inclined slightly to the horizontal and supported by a cradle which is movable up and down inclined or vertical guide rails; each cradle is connected by a power transmission mechanism to means for bodily moving the platform (and vehicle) along the rails. The power transmission mechanism being operated at least partially by the vehicle engine through the intermediary of the driven wheels of the vehicle so that displacement along the rails is effected at least partially by the vehicle engine.

United States Patent Perrier 1 1 Jan. 25, 1972 54 ELEVATING APPARATUS1,697,345 1/1929 Chaudoir ..2l4/16.1l 2,538,517 1/1951 Hayden 214/1618CX 1 lnvenwfl Georges Perrier, 84 Chemm (is 2,579,688 12 1951 McCormick...214/16.18 c x 191288, Tassm-la-Deml-bune, France 2,796,952 6/1957Brumby ..214/16.18 c x [22] Filed: Aug 14,1969 2,915,203 12/1959 Kurmer..214/16.16 A [21] Appl. No.: 850,030 Primary Examiner-GeraldMt ForlenzaAttorney-Sughrue, Rothwell, Mion, Zinn & Macpeak [30] ForeignApplication Priority Data ABSTRACT Aug. 11, 1968 France ..50306 Dec 201968 France 50783 Elevating apparatus for motor vehicles comprismgvehicle Au 1969 France 5 supporting platforms each inclined sl1ghtly tothe horizontal and supported by a cradle which is movable up and down[52] U S Cl 214/660 214/16 1 ED 187/8 56 inclined or vertical guiderails; each cradle is connected by a [51] B66f power transmissionmechanism to means for bodily moving [58] Field C 16 18 the platform(and vehicle) along the rails. The power transmission mechanism beingoperated at least partially by the 214/1616 187/856 vehicle enginethrough the intermediary of the driven wheels of the vehicle so thatdisplacement along the rails is effected at [56] References cued leastpartially by the vehicle engine.

UNITED STATES PATENTS 4 Claims, 25 Drawing Figures 1,261,656 4/1918Vogel t.214/16.18CX

Pmmwmsmz mamas SHEET NF 9 PATENTED \M25 1972 SHEET 3 [1F 9 PATENTEDJANZS I972 SHEET 4 0F 9 PATENIED JANZS 1972 SHEET 6 BF 9 PATENTEU M25522 SHEET 70F 9 mow PATENTEB mas-x912 SHEET 8 BF 9 ELEVATING APPARATUSThis invention relates to elevating apparatus for motor vehicles.

At present, in order to allow vehicles, and particularly motor vehicles,to move from one level to a substantially higher level, low gradientinclined ramps are used, which ramps tend to be of substantial width andto occupy considerable ground area. Such ramps are used for access toparking areas or the interior of garages and access ways to urban roador highways.

Such ramps have the disadvantage of occupying, both by their carriagewayarea and their banking, a very considerable area so that the cost ofconstructing these ramps, which is already very high in itself, becomesprohibitive in urban zones where the price of land is substantial.

To replace such access ramps to parking areas extending over severalsuperimposed stories or levels, it is possible to use elevators orlifts. Such a solution makes it possible to reduce the ground surfacearea occupied by the ramp, but due to their low output, elevators orlifts reduce the quantity of vehicles entering or leaving the garageduring a given time.

In addition, the cost of installing and maintaining an elevator or liftis relatively high.

It is an object of the present invention to obviate or mitigate thesevarious disadvantages.

According to the present invention there is provided an elevatingapparatus for motor vehicles comprising at least one substantiallyhorizontal platform supported by a cradle displaceable along inclined orvertical rails, rollers adjacent each end of the platform to be drivenby the vehicle engine with each roller connected by a power transmissionmechanism to means for entraining the cradle and consequently theplatform and vehicle along the guide rails such that, when the vehicleis driven onto the platfon'n, the torque of the engine of this vehicletransmitted by the driving wheels of the latter to the correspondingdriven rollers, ensures, at least in part, the displacement of thecradle, platform and vehicle assembly along the guide rails.

Thus, in order to reach a higher or lower level, it is sufficient forthe driver to drive his vehicle on to the platform and to maintain therate of acceleration. As soon as the vehicle driving wheels engage thecorresponding driven rollers, relative movement between the vehicle andplatform is arrested and the elevation of the platform carrying the saidvehicle is effected.

Preferably, the elevating apparatus comprises two cradle/platformassemblies which are displaceable at different levels between parallelguide rails and which are connected by a movement transmitting means andcounterbalancing weight means, so that, at the end of its descent, thelower assembly is at substantially the same level as the upper assemblyis at the end of its ascent whereby the vehicle can transfer from oneplatform to the other.

The superpositioning and/or the combination of several such assembliesmakes it possible to reduce the time taken using each of them whiledecreasing their unit journey and, consequently, makes it possible tomultiply the output of the assembly.

Preferably also, each driven roller is associated with a parallelfree-running roller which, prevents a vehicle driving wheel fromtraversing the power driven roller and ensures the positioning of thevehicle wheel against the driven roller.

in addition, in order to prevent a vehicle which is thrown forwards fromtraversing the driven roller and in order to have only a single powertransmission system for the intake of power at each end of the platformwhatever size of wheelbase, the diameter of the vehicle wheels and thetraction system of the vehicle (front or rear) the platform is looselymounted on its cradle so that it can tilt as a whole relative to thehorizontal.

The resulting inclination under the wheels of the vehicle allows thevehicle to stop horizontally as it is driven forwards on to the platfonnand then provide its entire driving force during bodily movement of thecradle.

In addition, a system for shock absorbing and for the recovery of themovement transmitting energy of the vehicle makes it possible to absorbthe shocks of the movements.

For this purpose, the platform rests on its cradle through theintermediary of two sets of rollers one of which is connected to themovement transmitting system of the cradle and supported on ramp/camstending to alter the attitude of the platform if the latter moves duringbodily movement on its cradle and thus independently of the propermovement of the cradle during the same time.

The means for entraining the cradle during movement is constituted ateach side of the cradle, on the one hand, by a drive pulley driven bythe terminal gear wheel of a gear power transmission of the platform,and on the other hand, by one of the two pulley wheels supporting thecradle on its guide rail, the lower pulley constituting, with theaforesaid drive pulley, a winch around which there passes a tractionrope and the distance between which pulleys changes depending on theposition of the rollers of the platform on the ramp/cams of the cradle.

According to a modification, the platform is rigidly integral with twofront sidearrns which give the assembly a T-shape and which maintain theupper wheels with which they are provided, applied against the rearsides of the guide rail roller track and has two rear pivoted sidearms,each having at their free end, a drive wheel applied to the front sideof the corresponding roller track, above the pivot point of the arm, amechanism being provided to connect the wheels of the pivoted arms tothe captor rollers of the front and rear of the platform which drivethem. Thus, the inclination of the platform adapts itself automaticallyto the variations of torque.

Preferably, each captive or receiving roller is arranged between twoidler rollers which are arranged to be offset varying with theinclination of the platform, relative to the upper level of the captiveroller. The object of this arrangement is to maintain in abutment withthe captive roller, the driving wheels of the vehicle whatever itsweight, its engine power, the distribution of loads between its axles,and the accelerations likely to appear. It is preferably to mount thefront idler roller of the rear captive roller set on retractable crankpins controlled by the passage of the front wheels of the vehicle over apedal, which returns to its initial position during the passage of therear wheels, thus to facilitate entry and departure of vehicles on theplatform without giving rise to jolts or shocks.

In order to increase the capacity and output of the elevating apparatus,it is advantageous to provide a system for recovering the power whichstores up the kinetic energy of the vehicles during their arrival on theplatform, in order to restore it at the time it leaves. Such a systemfor recovering energy may be branched off the lateral swingable arms insuch a manner as to allow the platform to rise and more forwards as avehicle arrives, the excess energy being stored, either by geometricalmounting of the platform or by the compression of springs, or by avariation in the length of a counterbalancing rope if a system ofcompensation by counterweights is used. This excess energy is restoredby a backwards movement of the plat form and of the vehicle which itsupports. In each case, the adherence of the driving wheels on the frontsides of the roller track can be obtained by various means. For example,these wheels may be toothed and may cooperate with racks on the rollertrack; on the other hand, they may be constituted by pulleys on whichthere is wound an elevating rope, or even by wheels with adhering tires.

According to another modification, the inclination effect of theplatform is obtained by oscillating the only set of captive rollersrelative to the platform.

Finally, the assembly of roller tracks can constitute a gantry swingableabout a vertical pivot. For this, there are provided two conical rollersorientated coaxially opposite each other above the ends of two captiverollers and between the latter, each of the conical rollers beingconnected by a transmission to a pinion of the gantry which engages on afixed, common pinion, coaxial with the vertical pivot of the gantry.

Embodiments of the present invention will now be described, by way ofexample, with reference to the accompanying drawings, in which:

FIGS. 1 and 2 show diagrammatically two possible uses of the elevatingor lifting apparatus of the present invention;

FIG. 3 is a fragmentary perspective view of the elevating apparatus;

FIG. 4 is a longitudinal section of a platform used in the apparatus;

FIG. 5 is a side view corresponding to FIG. 3;

FIG. 6 is a view corresponding to FIG. 5 of a modified apparatus;

FIG. 7 is a plan view of FIG. 6;

FIG. 8 is a side view of a platform during elevation;

FIG. 9 illustrates the initial displacement of the platform under theimpulse received due to inertia of the part of a vehicle disposed on theplatform;

FIG. 10 is a side view corresponding to FIG. 5 of another modifiedapparatus with sets of rocking rollers;

FIG. 11 is a partial plan view corresponding to FIG. 10;

FIG. 12 is a detail view of the platform at the level of one of therocking sets of captive rollers;

FIG. 13 is a similar view to FIG. 12 when this set of captive rollersrocks;

FIG. 14 illustrates the principle of the inclination effect thusobtained by FIGS. 12 and 13;

FIG. 15 is a schematic view of a winding drum which the two rollers ofone set control;

FIG. 16 is a section on the line XVIXVI (FIG. 11);

FIG. 17 illustrates the manner in which inclination is effected byrocking the captive rollers in the case of a vehicle with rear wheeldrive;

FIG. 18 is a view similar to FIG. 17 for the case of a vehicle withfront wheel drive;

FIG. 19 is a front view of the rotating gantry which constitutes theroller track in a modification of the invention;

FIG. 20 is a detail view of the upper part of this gantry;

FIG. 21 is a plan view corresponding to FIG. 11;

FIG. 22 is a side view showing diagrammatically the path of the elevatorropes;

FIG. 23 is a partial perspective view showing diagrammatically theworking principle of the present invention operated by a front steeringand driving wheel;

FIG. 24 is a corresponding front view to FIG. 23 which shows the lateraldisengagement of the front steering and driving wheels; and

FIG. 25 illustrates the kinetic chain which connects the conical rollersand the fixed orientation pinion of the elevating apparatus.

There are shown in FIGS. 1 and 2 two possible uses of the elevatingapparatus according to the invention.

In the case of FIG. 1, this apparatus comprises a platform 1, slightlyinclined to the horizontal, which can move along an inclined track 2. Bymeans of successive stages, it can be seen that such an elevatingapparatus allows motor vehicles 3 to ascend high-gradient slopes.

In the case of FIG. 2, the elevation of a motor vehicle 3 allows it tomove from one level or story to another, for example inside a garage ora car park. In this case there are used vertical tracks 2.

In FIGS. I to 5 there is shown in detail a first embodiment of theinvention.

The elevating apparatus comprises a platform 1 supported by the arms 3and 4 of a cradle which can move along two vertical guide railsconstituting the track 2. The platform 1 has at its upper part tworunways 5 for the guidance and the entrainment of the vehicle wheels.Near each end, each runway 5 has two apertures 6 which enable the wheelsof a vehicle to engage two captive rollers, namely a power receivingroller 7 and a positioning roller 8.

Each captive roller 7 is keyed on a shaft 9, which drives through theintermediary of a pulley, a trapezoidal belt 10. These two belts 10(FIG. 4) drive a common shaft 11, the

rotation of which causes rotation of a side pulley 12. The latterso-called drive-pulley is mounted to rotate freely on a shaft 13.

Each of the shafts 13 projects laterally from the platform I andsupports a guide roller 14 which rests on a cam-shaped ramp 15 providedon the horizontal extension of each of the arms 3 and 4 of the cradle.

Each side arm 3 and 4 comprises a substantially vertical part, thebottom of which mounts a shah 16, while its upper part mounts a shaft17. A double pulley 18 rotates on the shaft 16. A pulley 19 rotates onthe upper shaft 17. Each pulley l8 and 19 has a rolling rim which restsrespectively on the rear and front side of the vertical track 2.

Moreover, the end of the shaft 16 is provided on each sid with a roller20 on which can roll the platform 1.

At the free end of each arm 3, 4 of the cradle there is attached a rope21 which, after passing over a return pulley (not shown) provided at thetop of each of the rails 2, passes over the return pulleys l9 and 18,makes several turns about the drive pulley 12 and passes back over thereturn pulley 18. Then the rope is guided downwardly towards a device(not shown) which regulates its tension at the foot of the guide railsof the track 2.

With such an elevating apparatus in order to elevate a motor vehiclefrom a lower level to an upper level, the process is as follows:

The driver at the wheel of his vehicle 3 drives the latter onto theplatform 1 which is substantially horizontal. As soon as the drivingwheels 22 of the vehicle come into contact with one of the pairs ofreceiving rollers 7, the movement of this vehicle in relation to theplatform 1 is arrested and the rollers 7 are rotated in the direction ofthe arrow 23 (FIG. 4). This movement continues as long as the driverdoes not disengage his gears, and it is communicated through theintermediary of the transmission belt 10 and shaft 11, to the drivingpulley 12. The latter rotates in the direction of the arrow 24. The rope21 is thus pulled in the direction of the arrow 25 and the platformcradle and vehicle assembly is lifted vertically in the direction ofarrow 26 (FIG. 5) being guided by the rail track 2.

By means of this arrangement, the platform and its load are elevatedunder the sole action of the vehicle engine.

The presence of two pairs of receiving rollers 7 at the front and rearof the platform 1 make it possible to receive rear wheel drive vehiclesas well as front wheel drive vehicles.

In order to prevent a vehicle which is thrown forwards from traversingthe captive rollers 7, the platform is mounted on its cradle so that itcan tilt as a whole relative to the horizontal.

This tilting provides an inclination efi'ect under the wheels of thevehicle so effectively that the car is arrested horizontally during itsforwards movement, while all the power of the engine is supplied to thecaptive rollers 7.

A variation of the inclination of the platform 1 on its cradle isobtained by the relative movement of the rollers 14 on their cam-shapedramps 15. This movement is caused by the pulleys l2 and 18 approachingone another under the action of the forces of inertia and/or the tensionin the rope 21.

An enclosing and retaining safety frame 35 adapted to lie along eachside and the front or rear of the vehicle is pivoted at 36 on theupright arms of the cradles 3 and 4. The frame 35 is provided withformations to engage the vehicle from or rear bumper bar.

A ram 37 is connected to each cradle 3 and 4 at 39 and to a transverseformation 38 on the platform 1 to permit variation of the relativeattitudes.

There is shown in FIGS. 6 to 9 a modified construction in which theplatform is produced in one piece with the cradle arms.

The elevating apparatus shown in FIGS. 6 to 9 is mainly characterized inthat it comprises a platform 101 integral with two front sidearrns 102which gives the assembly an inverted T-shape (FIG. 6). This structure isin welded sheet iron. In particular, the platform 1 is preferablymanufactured from folded sheet iron, in such a manner as to define twostrengthening frames 1113 which extend along each side for its entirelength. Under this pladorm, there is welded a lower, stamped sheet 1114which defines a strengthening crosspiece joining the two frames 1113under the connecting region of the front arms 1112. In order to increasethe rigidity of the assembly, it is advantageous to weld inside thissheet 1114, transverse couplings 1115, themselves cut out in the sheets.These couplings are thus arranged in vertical planes parallel to thoseof the frames 1113.

The structure obtained is capable of sustaining the torsional stresseswhich may appear between the two side members 1113 due to the variationsof the positioning and of the distribution of load from one vehicle tothe next.

Moreover, in the platform 1111 there is cut out a transverse aperture1116 behind the arms 1112, and a transverse aperture 107 located infront of these same arms. In the aperture 1116, slightly below the upperside of the platform 1111, there is housed a captive roller 1118 and twoidler rollers 1119 and 1111, one at each side of the roller 103.

Similarly, there is placed in the aperture 1117, a captive roller 111located between two idler rollers 112 and 113. Continuous ropes, chainsor belts 114 and 115 connect pulleys or pinions 116 and 117 keyed on theshafts 118 and 159 of the captive rollers 111 and 1118 respectively oneach side of the platform 1111 to two pulleys or pinions 119, the shafts1211 of which are in alignment above each of the side members 1113 (FIG.6 and 7).

These shafts 1211 rotate in bearings provided on the side members 1113.On these same bearings there are pivoted two rear side arms 123. Eacharm 123 is produced from sheet iron. At its upper end it supports atransverse shaft 124 (FIG. 6) on which is keyed a wheel 125 placedoutside the vertical plane of the arm 123 of the side member 1113. Aninternal mechanism housed in the arm 123 and comprising conical pinionsmakes it possible to connect positively the shafts 1211 and 124 whileleaving the arm 123 to swing freely.

The drivewheels 135 are provided with teeth which enable them to engageon a vertical rack 128 provided on the front side of a guide track 129.The two tracks 129 are constituted by vertical uprights located oneither side of the platfomr 1111.

in addition, there is arranged at the top of each arm 1112, an upperwheel 1311 (FIGS. 6 and 11) which rolls freely on the rear side 131 ofthe corresponding roller track 129.

In the region of its pivot shaft 1211, each arm 123 has a forwardlyprojecting flange 132. This flange is connected to the adjacent sidemember 1113 by a suspension member 133 which incorporates a dashpot andcompression spring. Consequently, under the sole action of this springthe arm 123 tends to swing in the direction of arrow 134 (FIG. 6).

In order to ensure counterbalancing the weight of the platform and ofthe vehicle, this platform is suspended on two lateral ropes 311. Inaddition these ropes 33 are connected to counterweights (not shown)which may be constituted by the assembly of another platform which woulddescent when the latter ascend, and vice versa. The anchorage of therope 38 on the platform 1111 takes place in the following manner:

The rope passes between two guide rollers 139 and 1411 in order to passnext onto a pulley 141 supported by a shaft located at the base of thecorresponding arm 1112. The rope 33 is then directed between the pulley141 and the free end of the swinging arm 123, and it is then secured toan attachment point of the platform 1111. Consequently, each arm 123tends to rock in the direction of the arrow 134 under the joint actionof the spring of the suspension member 133 and of the traction of therope 133 due to the weight of the platform and vehicle.

The platform 101 is completed by a safety barrier 142 which can beraised automatically when there is a stoppage by rotation about a pivot143 (FIG. 6).

The operation of this elevating apparatus is as follows:

Under its own weight, the platform 1111 remains suspended in the mannershown in FIG. 6.-Tlre upper wheels 1311 rest against the rear side 131of the tracks 129, and the lower drive wheels 135 are meshed with therack 123 of the front side of the tracks 129. Balance is establishedbetween the orientation of the arm 123, and the opposing forcesdeveloped by the rope 311 and by the spring of the suspension member133.

When a vehicle 144 arrives, it moves forward in the direction of thearrow 145 (FIG. 9) and it is driven onto the platform 1111 at a speedwhich remains appreciable. For example, this speed may be between 15 and20 kilometers an hour. Due to the effect of inertia, the platform 1111tends to rise while moving forward. For this purpose, the rear of theplatform rolls by means of a roller 146 on the fixed part 147 of thedeparture bay while the opposite part of the platform rolls on rollers145 located opposite each other on another stationary bay 149. Thus, theswinging arms 123 are brought back in the opposite direction to thearrow 134 (FIG. 6) i.e., in the direction of the arrow 1511 (FIG. 9)Some energy is thus stored up both in the suspension member 133 and,possibly in the counterweight provided on the counterbalancing ropes 38.As soon as the vehicle is in position, its drive wheels being supportedon the captive roller 1113 if it is a front wheel drive vehi cle, or onthe captive roller 111 if the vehicle is a rear wheel drive vehicle, theidler rollers 1119 and 111 rotate and, the energy stored up due to theimpulse of the vehicle arrival is restored, which starts the elevatingmovement of the platform and vehicle assembly (FIG. 8, arrows: 151). Thedrive wheels of the vehicle 144 (for example the front wheels 152) drivethe captive roller 1116, which causes the rotation of the pulleys orpinions 119 and the lower wheels 125. The upper wheels 1311 of the rigidarms 1112 rest against the rear side of the tracks 129 so that theplatform 1111 assumes a more or less pronounced inclination by pivotingabout the shaft of the wheels 1311, depending on the obliquity of theswinging arm 123. With permanent conditions this obliquity depends bothon the weight of the platform and vehicle on the resilientcharacteristics of the return members 133 and on the power developed atthe drive wheels 152 of the vehicle. The greater the power developed,the more the counterbalancing rope 138 tends to pull on the arm 123 inthe direction of the arrow 134, which increases the inclination of theplatform 1111. There is thus provided a system of stable equilibriumwhich prevents the vehicle 144 from advancing beyond the captor rollers1118 and 1 1 1.

it is within the scope of the claimed invention to replace the detailsof the embodiments described by other equivalent arrangements. 1nparticular, the rotation of the drive wheels could be assisted by meansof an auxiliary motor, the action of which would be added to that of thecar engine, 144.

There is shown in FIGS. 111 to 25 another embodiment of the invention.

in a rear, transverse aperture 1116 of the platform there are locatedtwo captive rollers 171 and 172. Similarly, in a front, transverseaperture 1117 there are mounted two captive rollers 173 and 174.

The spindles of the captive rollers 171 and 172 are supported at theirends by swinging sideplates 175. Each of these sideplates pivots about atransverse shaft 176 supported by the platform 1111. Coaxially with theshaft 176 there is mounted a drum 177 connected by a central pinion 173to pinions 179 and 1311 keyed respectively on the shaft of the captiveroller 171 or 172.

Thus, the set 171, 172, 175 of rear captive rollers can turn freelyabout the shaft 176 rotation of one or other of the rollers 171, 172driving the drum 177. The latter is connected by a chain or by a toothedbelt 131 (FIG. 111) to a central pinion 132 which is connected by asimilar kinematic chain to the captive rollers 173 and 174 of the frontset. This front set includes the rollers 173 and 174 and their swingingend plates 1113.

On the drum 177 there is wound one end of a hoisting rope 134 whichpasses under a return pulley on the platform 1111 and then up the track129.

Two side arms 123 each swing on a lateral shaft 136 of the platform. Atone of its ends, each arm 123 has a wheel 125 which rests against thefront of the track 129. On the other At its opposite end, each swingingarm 123 rests against the platform 101 through the intermediary of areturn spring 187.

The end plates 175 of the set of rear captive rollers rest against theinside face of the platform 101 through the intermediary of abutmentsprings 187 which tend to oppose the rocking of the assembly in thedirection of the arrow 188 (FIG. 14). Similarly, the sideplates 183 ofthe front swinging set rest under the platform 101 through theintermediary of abutment springs 187 (FIG. 10) which oppose the rockingin the same direction (arrow 188).

The operation is as follows:

It will be assumed that the motor vehicle 144 (FIG. 17) has a rear wheeldrive. If this vehicle is stationary on the platform 101, the two setsof swinging, captive rollers retain the neutral position illustrated inFIG. 12. This is true for the front captive rollers 173, 174 as for therear rollers 171, 172.

If the driver starts his vehicle engine and rotates the rear wheels inthe direction of arrow 189 (FIGS. 14 and 17), the captive rollers 171and 172 rotate and drive the drum 177 in the direction of the arrow 190(FIG. the rope 184 is wound up and the assembly of the platform 101 andthe vehicle 144 rises. Thus, the reaction developed by the rope 184 onthe drum 177 tends to rock the set of rear captive rollers 171, 172 inthe direction of the arrow 188, against the action of the spring 187. Ina position of equilibrium (FIG. 14) all the power at the wheels 191 ofthe vehicle 144 is used for elevation, while the inclination effectobtained by the rocking of the sole set of rollers 171, 172, 175immobilizes the vehicle in longitudinal direction and prevents it frommoving forwards on the platform 1.

A similar operation would be observed with the set of front, captiverollers 173, 174 in the case of a front wheel drive vehicle.

In order to increase safety even more,it is advantageous to use, infront of the front rollers 172 and 174 and behind the rear rollers 171,173, so-called impassable rollers 192 and 193. Each of these rollers 192or 193 rotates freely on a swingable shaft 194, which makes it possibleto bring it into contact with the upper part of the captive roller 171,172, 173

or 174 in question on which it rests by its own weight. It can be seenon FIG. 14 that if the drive wheel 191 of the vehicle rotates in thedirection of the arrow 189, the front captive roller 192 rotates in theopposite direction such that the roller 192 rotates in the samedirection as the drive wheel 191 (arrow 189). Thus, if the wheel 191were tending to pass over the captive roller 172, i.e., to move forwardsin the direction of the arrow 195 (FIG. 14) it would encounter theroller 192 which rotates in the same direction as it, and which wouldconsequently tend to push it back in the opposite direction to the arrow195.

According to another feature of the invention (FIGS. 19 to 25) thetracks 129 are constituted by vertical uprights joined to each other bya lower crossbar 196 and by an upper crossbar 197. The assembly 196,197, 129 constitutes a gantry which is able to rotate about a median,vertical shaft 198 (FIG. 21, arrows 199). This control of rotation isobtained from the vehicle 144, supported by the platform 101.

Thus, if it is assumed that the vehicle 144 has a front wheel drive,there are mounted slightly above the captive rollers 173,174 and levelwith their ends, two coaxial, conical rollers 200 and 201 which convergetowards the center of the platform. The rollers 200 and 201 arepreferably centered on the swingable shaft 176 of the set of captiverollers 173 and 174.

A continuous rope, chain or notched belt 202 connects a pulley 203 keyedon the right-hand roller 200, to a pulley 204 which also controls thecirculation of a continuous rope 205 stretched along the right-handtrack 129 between two pulleys or pinions 206 and 207. The upper pinion207 is keyed on a half-shaft 208 which ends in a conical pinion 209. Thelatter engages on a stationary, conical pinion 210, the vertical shaftof which coincides with the rotation shaft 188 of the antry.

A similar system provided on the left-hand side of the platform 101enables the conical roller 201 to drive by means of a continuous rope orbelt 211 the control pulley 212 of a continuous rope 213.

The latter is provided on the other upright 129, and travels between twopulleys pinions 214, 215. The upper pinion 215 is keyed on a half-shaft216 which supports a conical pinion 217 meshing with the stationarypinion 210. The two half-shafts 209 and 216 are in alignment.

The two front steering and driving wheels of the vehicle 144 have beenreferred to in FIGS. 23 and 24 by the references 218 and 219. If thedriver wishes to rotate the assembly of the gantry, of the platform 101and of its vehicle 144 towards the right (FIG. 21, arrows 199). It issufficient for him to turn the steering wheel of his car to the right.The right-hand front wheel 219 entrains the front, rollers 173, 174which causes the platform to rise, but at the same time it moves towardsthe right on these rollers (FIGS. 21 and 24, arrows 220). Thus itengages on the right-hand conical pinion 200 which is in turn rotated,which causes the meshing of the conical set 209, 210 and turns thegantry in the desired direction (arrow 199). The conicity of the roller200 prevents the front wheels 218, 219 of the vehicle from leaving onthe side of the rollers 173, 174.

If, on the other hand, the driver wishes to turn thegantry towards theleft, it would be sufficient for him to turn his car to the left, thefront wheel 218 of which would engage on the conical roller 201 (FIG.23).

Iclaim:

1. An elevating apparatus for motor vehicles comprising a platform forsupporting the vehicle, means for bodily transporting the platform andvehicle upwardly and downwardly, rollers on said platform for engagementby the drive wheels of the vehicle for a rotation thereby, atransmission system interconnecting said driven rollers and the meansfor bodily transporting the platform and vehicle, means for incliningsaid platform for immobilizing the vehicle on said platform, and meansfor counterbalancing said platform including a swinging arm.

2. An elevating apparatus for motor vehicles comprising a platform forsupporting the vehicle, means for bodily transporting the platform andvehicle upwardly and downwardly, rollers on said platform for engagementby the drive wheels of the vehicle for a rotation thereby, atransmission system interconnecting said driven rollers and the meansfor bodily transporting the platform and vehicle, means for incliningsaid platform for immobilizing the vehicle on said platform, and meansfor mounting said driven rollers whereby said driven rollers can beinclined relative to the vehicle wheels by swinging movement relative tosaid platform.

3. An elevating apparatus as set forth in claim 1 wherein said swingingarm of said counterbalancing means is utilized to ensure the arrival anddeparture of the vehicle on the platform, the damping of shocks, thevariations in inclination, the transfer of kinetic energy of theplatform and of the vehicle as well as stopping of the platformassembly.

4. An elevating apparatus for motor vehicles comprising a platform forsupporting the vehicle, means for bodily transporting the platform andvehicle upwardly and downwardly, rollers on the platform for engagementby the drive wheels of the vehicle for rotation thereby, transmissionsystem means interconnecting said driven rollers and the means forbodily transporting the platform and vehicle, gantry means forsupporting said transportation means, said gantry means being pivotableabout a vertical axis, and two conical rollers oriented coaxiallyopposite each other and disposed between two driven rollers of the sameset above their ends, each of said conical rollers being connected bydifierential transmission to a pinion of said gantry means which mesheswith a fixed common pinion coaxial with the vertical pivot of saidgantry means.

1. An elevating apparatus for motoR vehicles comprising a platform forsupporting the vehicle, means for bodily transporting the platform andvehicle upwardly and downwardly, rollers on said platform for engagementby the drive wheels of the vehicle for a rotation thereby, atransmission system interconnecting said driven rollers and the meansfor bodily transporting the platform and vehicle, means for incliningsaid platform for immobilizing the vehicle on said platform, and meansfor counterbalancing said platform including a swinging arm.
 2. Anelevating apparatus for motor vehicles comprising a platform forsupporting the vehicle, means for bodily transporting the platform andvehicle upwardly and downwardly, rollers on said platform for engagementby the drive wheels of the vehicle for a rotation thereby, atransmission system interconnecting said driven rollers and the meansfor bodily transporting the platform and vehicle, means for incliningsaid platform for immobilizing the vehicle on said platform, and meansfor mounting said driven rollers whereby said driven rollers can beinclined relative to the vehicle wheels by swinging movement relative tosaid platform.
 3. An elevating apparatus as set forth in claim 1 whereinsaid swinging arm of said counterbalancing means is utilized to ensurethe arrival and departure of the vehicle on the platform, the damping ofshocks, the variations in inclination, the transfer of kinetic energy ofthe platform and of the vehicle as well as stopping of the platformassembly.
 4. An elevating apparatus for motor vehicles comprising aplatform for supporting the vehicle, means for bodily transporting theplatform and vehicle upwardly and downwardly, rollers on the platformfor engagement by the drive wheels of the vehicle for rotation thereby,transmission system means interconnecting said driven rollers and themeans for bodily transporting the platform and vehicle, gantry means forsupporting said transportation means, said gantry means being pivotableabout a vertical axis, and two conical rollers oriented coaxiallyopposite each other and disposed between two driven rollers of the sameset above their ends, each of said conical rollers being connected bydifferential transmission to a pinion of said gantry means which mesheswith a fixed common pinion coaxial with the vertical pivot of saidgantry means.